Curable composite bush

ABSTRACT

A curable composite bush for an aircraft joint comprising a generally hollow cylindrical body formed from a matrix material impregnated with a reinforcement material substantially composed of fibers, the fibers being oriented in a generally circumferential direction about a longitudinal axis of the bush. The body may define a plurality of corrugations extending between an inner and an outer diameter of the bush to improve the compressibility of the bush in a direction substantially collinear to a longitudinal axis of the bush.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of the Great Britain PatentApplication No. 1 719 791.4 filed on Nov. 28, 2017, the entiredisclosure of which is incorporated herein by way of reference.

FIELD OF INVENTION

The present invention relates to a curable composite bushing for anaircraft joint, an aircraft joint, an aircraft structural assemblyincorporating such an aircraft joint and a method and tool forinstalling a curable composite bushing.

BACKGROUND TO THE INVENTION

During aircraft structural assembly, it is known to attach two or morecomponents together at a joint by drilling and installing one or morefasteners in predetermined hole positions after the components aremounted at a fixed position relative one another. Once the fasteners areinstalled the joint is made and a larger structural assembly is formed.It is known that solid bushings or bushes can be used during theassembly of structural joints and assemblies. They are used whenunintended eccentricity or gaps exist between a fastener and acorresponding hole into to which the fastener is placed, needs to beremoved in order to ensure correct fit of the fastener. Normally a solidbush is machined from a blank or selected from a range of pre-machinedsolid bushes and then fitted with an interference fit within theexisting bore. The solid bush may then be drilled in the desiredposition to provide a corrected bore into which the bolt is installed.

In the assembly of aircraft structures, machining and drilling of madeto order solid bushing parts to the required accuracy is a precisionprocess and therefore takes time and requires a stop in the assembly,therefore increasing overall costs of the assembly process.

Sometimes the prepared solid bushing or the hole may not correspond tothe dimensions of the hole exactly due to hidden irregularities in thesurface of the hole itself, which results in a poor seating of thefastener when installed in the hole. Incorrect seating of the fastenerin the hole results in the fastener not transferring the applied loadfully when the aircraft is in operation, which has static and fatigueimplications. Therefore, an aircraft structure may be designed with aconservative assumption that a certain number of fasteners in astructural assembly would be incorrectly seated fasteners. Thisconservative approach ultimately leads to a design with a higher numberof fasteners required to transfer a given load, thus leading to a higherdegree of redundancy, however, the structural assembly will also be morecostly to manufacture, heavier and require more maintenance due to theincreased attachment part count. Furthermore, in some cases the hole maybe so irregular that redundancy will not suffice for the degree ofincorrect seating of the fastener, leading to the hole and the solidbushing needing to be reworked and or even the component to be scrapped.In addition, the use of solid bushings of various sizes requires storageand asset management, which takes up space of the assembly floor andresources. Furthermore, the process of fitting a solid bush into theexisting bore may itself result in damage to the assembly, particularlyin the case of composites. This again may require rework which can betime consuming and therefore can increase costs.

An object of the present invention is therefore to provide a bushing andan aircraft joint incorporating the bushing that is more efficient tobuild, cheaper to use and less likely to cause damage. A further objectis to provide an aircraft structure assembly incorporating one or morejoints with bushing in order to decrease assembly time of the structuralassembly.

Another object of the present invention is to provide a toolingconfigured to install a bushing according to the object of thetechnology previously described. Lastly, it is also an object of thepresent invention to provide a standard sized bushing that is adaptableto fit multiple dimensions of a hole without machining, and furthermore,a standard bushing that is quicker to install and easier to store thanthose previously known.

SUMMARY OF THE INVENTION

According to at least one embodiment of the present invention, there isprovided a curable composite bush for an aircraft joint comprising agenerally hollow cylindrical body formed from a matrix materialimpregnated with a reinforcement material substantially composed offibers, the fibers being oriented in a generally circumferentialdirection about a longitudinal axis of the bush. The body of the bushmay define a plurality of corrugations extending between an inner and anouter diameter of the bush, and wherein the corrugations improve thecompressibility of the bush in a direction substantially collinear to alongitudinal axis of the bush. The corrugations may be substantiallychevron shaped in an uncompressed state. The corrugations may besubstantially sinusoidal shaped in an uncompressed state. One or more ofthe corrugations may extend in the form of a helix along the length ofthe curable composite bush. Furthermore, the cross section of the bushmay vary along the length of the bush.

The matrix material of the composite bush may substantially comprise athermoplastic type of material. The thermoplastic matrix material may bepolyether ether ketone. Alternatively, the matrix material may comprisea thermoset type of material.

The reinforcement fibers may be substantially continuous orsubstantially discontinuous and the reinforcement material may comprisefibers of more than one type of reinforcement fiber. In addition, thereinforcement fibers may be evenly distributed throughout the body ofthe composite bush. The reinforcement fibers may be formed from a glassfiber material, such as E-glass fiber material. The reinforcement fibersmay be formed from a graphite fiber material or an aramid fibermaterial. A composite bush may be provided with a half-length of thecorrugation in an uncompressed state between 0.5 mm and 3 mm. The innerdiameter of the bush in an uncompressed state may be between 4 mm and 30mm. The inner diameter of the bush may be approximately 10 mm and thethickness may be approximately 0.5 mm.

Advantages of the present invention will now become apparent from thedetailed description with appropriate reference to the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described, by way of exampleonly, with reference to the following drawings in which:

FIG. 1 shows a plan schematic view of a commercial aircraft.

FIG. 2 shows a cross-section view through a wing structural assembly ofFIG. 1 at the section A-A position shown, further showing a pair ofidentical aircraft joints.

FIG. 3 shows an isometric perspective view of a curable composite bush.

FIGS. 4A and 4B show schematic section views of embodiments of curablecomposite bush of FIG. 3, taken through the longitudinal axis of thebush, where the bush is in an uncompressed state.

FIG. 4C shows schematic section view of the embodiments of curablecomposite bush of FIGS. 3, 4A, and 4B, taken through the longitudinalaxis of the bush, where the bush is in a compressed state.

FIGS. 5A and 5B shows an aircraft joint of FIG. 2 at a first joiningstage and a second joining stage, respectively, using a curablecomposite bush and an installation tool.

FIGS. 6A and 6B shows an aircraft joint of FIG. 2 at a first joiningstage and a second joining stage, respectively, using a further type ofcurable composite bush and installation tool.

FIG. 7 shows a method of forming an aircraft joint of a structuralassembly.

DETAILED DESCRIPTION

With reference to FIG. 1, an aircraft 101 is shown with a wing 103 (alsoreferred to as an airfoil) extending approximately horizontally througha fuselage 105. A further wing 107 (also referred to as the horizontaltail plane) extends approximately horizontally from either side of arear portion of the fuselage 105. Yet a further wing 109 (also known asthe vertical tail plane) extends vertically from an upper rear portionof the fuselage 105.

The wings 103, 109, 107 and the fuselage 105 may be formed of structuralassemblies joined together by structural joints which function torestrain at least a pair of assemblies from moving relative to oneanother once the joints have been fastened, in other words the pair ofassemblies are fixedly attached to one another. Each structural assemblymay itself be formed of smaller structural assemblies joined together bya further number of joints.

The wings 103, 107, 109 each have a leading edge 111 and a trailing edge113, and a set of movable high-lift or control elements 115, such aslats, flaps, ailerons, rudders and elevators, which are moveable (i.e.,non-fixed) devices actuatable during operation between a deployedposition and a retracted position according to the inputs of acontroller. Adjacent, above or underneath each movable control element115 and/or in the areas where no movables control elements 115 areprovided, the leading edge and trailing edge structure of the wing 103is fixed, i.e., not moving to function as a movable control element 115.

Geometrical characteristics of the aircraft 101 and its structuralassemblies may be described with reference to a set of orthogonalprincipal aircraft axes X, Y and Z. The longitudinal axis (X) has itsorigin at the center of gravity 117 of the aircraft 101 and extendslengthwise through the fuselage 105 from the nose to the tail in thenormal direction of flight. The lateral axis (Y) also has its origin atthe center of gravity 117 and extends substantially crosswise fromwingtip to wing tip. The vertical or normal axis (Z) also has its originat the center of gravity and passes vertically through the center ofgravity. A further pair of local axes are defined with reference toaircraft principal axes X, Y, Z for any portion of a given structuralassembly. In the present example, a set of local axes X′, Y′, Z′ isdefined at a fixed leading edge structural assembly 104 located inproximity to the leading edge 111 of the wing 103. The first axis Y′lies in parallel to the principal XY plane at a swept angle (commonlyreferred to as the wing sweep angle) from the principal Y axis. This ismay be referred to as the spanwise axis. The second axis X′ again liesin parallel to the same XY plane and is perpendicular to the Y′ axis atthe point of its origin, which can be selected at any spanwise position,but in this case at a lower portion of the fixed leading edge structuralassembly 104.

With reference to FIG. 2, and according to an embodiment of the presenttechnology, a section view is shown of a fixed leading edge assembly 104at a spanwise A-A of FIG. 1 after completion of an assembly process.

The fixed leading edge assembly 104 comprises a first structuralcomponent 201 that is joined to a second structural component 205. Thefirst and second components are spanwise extending in the Y′ dimensionover substantially the full span of the wing 103 and are manufacturedfrom composite CFRP (carbon fiber reinforced polymer) material. At theposition shown in FIG. 2 the components 201 and 205 are joined by a pairof joints 200A (upper), 200B (lower); however, it should be appreciatedthat further joints substantially the same as joints 200A, 200B aresimilarly provided at spanwise intervals along the spanwise length ofthe first and second components 201, 205. In the present example thefirst component 201 is a unitary, preassembled, structural module calleda modular leading edge assembly and the second component 205 is aunitary wing box front spar member 205, however it should also beappreciated that the components 201, 205 may represent any plurality ofstructural components to be joined together to form any given structuralassembly. It should also be appreciated that only one or more joints maybe used for a given structural assembly, depending on the expected loadtransfer or failure design principle applied in the design of theassembly in question, e.g., Safe-life or fail-safe (multiple load path)design principles. Preferably the types of joints 200A, 200B are usedfor highly loaded structural assemblies similar to the fixed leadingedge structural assembly 104 shown, for example, between an attachmentcomponent for a movable, or at the joint between the wings 103,107,109and the fuselage 105.

In the present embodiment, at the location of each joint 200A 200B, thefirst component 201 is provided with an attachment hole 202 that isconfigured to receive a corresponding attachment fastener 203 providedby the second component 205, the attachment fastener 203 having alongitudinal fastener axis 208. Typically, the outer diameter Dfo ofattachment fasteners 203 in such structures varies between 4 and 30 mm,however in the present embodiment of a modular leading edge assembly104, the outer diameter Dfo is approximately 10 mm.

In the design of the assembly 104 and joint 200A/200B shown, the outerdiameter Dfo is smaller in dimension than the diameter Dh of the hole202, such that a first joining stage of the assembly process, when thefirst component 201 is first mounted to the second component 205, a gap501 (see FIG. 5A for more detail) exists between the fastener 203 andthe hole 202.

Due to the design of the components 201, 205 but also due to the designof the manufacturing process, dimensions of the gap 501 may beexacerbated due eccentricity (e.g., the degree of non-circulardimension) of the hole 202 as a result of incorrect forming of the hole202 during manufacture of the first component 201 or as a result of thehole 202 being formed an incorrect position in the first component 201relative to the position of the fastener 203. This is commonly referredto as an “out of tolerance” hole 202. Typically, the cross-sectionaldimension of the gap can be between 0.5 mm and 6 mm, depending on thesize of the hole 202 and its eccentricity.

In FIG. 2, the gap 501 is not apparent because it is occupied completelyby a curable composite bush 207. The curable composite bush 207 isinstalled in a substantially pliable, uncured state between the hole 202and the fastener 203 when the first and second components 201, 205 arein a desired fixed installation position relative to one another, suchthat the bush 207 is able to comply with the surfaces of the hole 202and the fastener 203 (regardless of how irregular their shape is) andfill the gap 501.

Once this is achieved, the curable composite bush 207 is then cured toan extent such that its material stiffness is increased so as to preventradial displacement of the attachment fastener 203 within the attachmenthole 202 and to provide optimum seating and load transfer between thefastener 203 and the first component 201 and second component 205. A nut215 and a washer 213 and are installed on the fastener 203 at each joint200A, 200B such that the washer 213 engages the surface of the firstcomponent 201 and the cured bush 207. The nut 215 is threadably engagedand torqued so that a load bearing joint is formed between the firstcomponent 201 and the second component 205.

Use of a joint according to the present technology that incorporates acurable composite bush 207 in the way described allows for a structuralassembly, and a manufacturing or assembly process that does not requirethe installation and machining of solid bushings, which is advantageous.It also ensures that each structural fastener is fully load carrying,which may also permit less conservative static load and fatigue loaddesign assumptions in the design of the assembly, leading to a lighterstructural assembly design of lower part count or of lower manufacturingand maintenance cost.

Use of such joints 200A, 200B, may further enable structural design andassembly philosophies that are more efficient and more tolerant for gaps501 that may exist between the attachment elements 202, 203, ofstructural components 201, 205. It should be appreciated that thestructural design or assembly 104 may incorporate a joint 200A, 200B,according to the present technology by design, rather than as a remedyto incidental out of tolerance holes. This may particularly beneficialto achieve a high rate manufacture of structural assemblies 104particularly those where the type of material used for the components201, 205, the dimensions of components 201, 205, or the number ofcomponents 201, 205 to be joined inherently leads to a high variance andincidents of gaps 501 that need to be tolerated in the design of thejoint 200A, 200B. For example, this is particularly preferred in theassembly of large modular leading edge assemblies 104, as described withreference to FIG. 2.

Each joint 200A, 200B further comprises a third structural component 209in the form of a solid donut shaped spacer of equal thickness in the Xdirection, and manufactured from CFRP composite material. The thirdcomponent 209 may be manufactured using any suitably alternativematerial such as GFRP (glass fiber reinforced polymer), polymer, ormetallic alloy material.

At each joint 200A, 200B, each third structural component 209 isconfigured to displace the first structural component 201 from thesecond structural component 205 in the +/−X′ direction. It may also beconfigured to reduce the contact surface area between first component201 and second component 205 such that load transfer is substantiallyprovided through the attachment fasteners 203. It may be preferable thateach component 209 may be machined or fettled to correct anymisalignment between the first component 201 and the second component205 in the direction mentioned. The third component 209 of each joint200A, 200B may alternatively not be of the same dimension and that thethird component 209 of each joint 200A, 200B may be machineddifferently, in order to achieve a desired correction in alignmentbetween the first component 201 and the second component 205. As shownthe third component 209 is provided with a hole 210 configured toreceive a portion of the attachment fastener 203, such that it issupported in a radial direction i.e., perpendicular to the fastener axis208, however such support may not be necessary.

With reference to FIG. 3, an exemplary curable composite bush 207 foruse in either of the joints 200A, 200B of FIG. 2 is shown. The bush 207is shown in an uncured state. The bush 207 is formed by an open ended,elongate, corrugated and generally cylindrical body 301. Thecorrugations 307 of the present embodiment are substantially chevronshaped. The body 301 further has a central longitudinal axis 304 thatdefines a center point for cross sections of the body 301 takenperpendicularly along the longitudinal axis 304. The body 301 is formedfrom a composite material composed of reinforcement material 303pre-impregnated with a matrix material 302.

With reference to FIG. 4A, a cross-section of the body 301 is shown. Thecross-section lies on a plane formed by the longitudinal axis 304 and aline perpendicular to the axis 304.

The body 301 has a thickness t that is constant along its length L1. Thethickness t of the present embodiment is approximately 0.5 mm. Thereinforcement material 303 is formed of continuous fibers that areevenly distributed through the thickness t of the body 301 and along thelength L1 of the body 301. The fibers are orientated substantiallyconcentrically about the longitudinal axis 304 of the body 301, and aregenerally aligned in parallel with a circumference 305 of the body 301at any cross-section of the body 301 viewed on a plane that isperpendicular to the axis 304.

A pair of exemplary magnified views V1, V2 is provided in order todemonstrate the distribution of the matrix material 302 andreinforcement material 303 along the length and thickness t of the body301, as well as the orientation of the reinforcement material 302. The,ends of the fibers can be seen as dots, which is representative of theirorientation.

The body 301 is of continuous cross-section with constant dimensionvalues of an outer diameter Do and an inner diameter Di, respectively.However, the body 301 may vary in cross-sectional dimensions along itslength L1. For example, the body 301 may be tapered from one end to theother end. The cross-section used may alternatively be elliptical,square, triangular or any combination thereof, as required to suit thecharacteristics of the attachment hole.

Chevron shaped corrugations 307 define the inner diameter Di and theouter diameter Do of the bush 207 and are configured allow the bush 207to be compressed and allow the body 301 to collapse in the direction ofthe longitudinal axis 304 such that the corrugations 307 overlap inseries, when the bush 207 is compressed along the axis 304. The innerdiameter Di is dimensioned to substantially the same dimension of theouter diameter Dfo of the attachment fastener 203, to which the bush 207is to be applied. Chevron shaped corrugations are preferable as theypermit the highest packing density and most even distribution of fibersboth radially from, and in parallel to, the axis 304 when the bush 207is brought into a compressed state, thus ensuring more even mechanicalstiffness properties through the bush 207, when it is installed andcured in an attachment hole.

With reference to FIG. 4B, an alternative embodiment of the presenttechnology is shown. A bush 207 substantially in accordance with theprevious embodiment comprises the same length L1, thickness t, materialtypes and inner and outer diameters, Di, and Do. However, in the presentembodiment, the corrugations 307 have a sinusoidal profile. This may bepreferable over alternative shapes such as chevron shaped corrugations307, because sinusoidal corrugations 307 may be less prone to pointdamages and may be easier to manufacture, even though they may result ina less evenly distributed fibers when the bush 207 is brought into acompressed state.

Furthermore, the corrugations 307 are defined continuously at anon-perpendicular angle 1 to the longitudinal axis, such that thecorrugations 307 extend in the form of a helix along the length L1 ofthe curable composite bush 207. This helix may equally be provided forthe previously described chevron shaped corrugation or for any suitablealternative corrugation shape that is capable of being provided in ahelical 3D form. The helical form may be preferable to enable the bush207 to be manufactured using a continuous extrusion process.

With reference to FIG. 4C; a cross-section is shown of the curablecomposite bush 207 of FIGS. 4A and 4B in a compressed and cured state,which is the state of the bush 207 that fills the gap shown in FIG. 2.In the cured state of FIG. 2, the axis 208 of the fastener 203 alignsconcentrically to the axis 304 of the bush 207, such that the values ofthe outer diameter Dfo and the inner diameter Di are substantially thesame. The corrugations 307 substantially overlap in series when the bush207 is compressed to a compressed length L2, such that the outerdiameter Do of the bush 207 and the diameter Dh of the hole 202 are alsothe substantially same dimension. A half-length l, defines the radialdimension of overlap with respect to the longitudinal axis 304 of thebush, which in the present example is 3 mm.

The matrix material 302 used in the bush 207 of FIGS. 3, 4A and 4B isPolyetheretherketone (PEEK); a thermoplastic matrix material, howeverany other suitable thermoplastic matrix material may alternatively beused such as polyethersulfide (PES), polyetherimide (PEI), orpolyphenylenesulfide (PPS). For the purpose of this description, acurable composite bush 207 formed in part from a thermoplastic matrixmaterial 302 is said to be in a “cured” state, when the temperature ofthe thermoplastic matrix material 302 is brought below its applicablemelting temperature and the bush 207 is in a compressed state. It issaid to be in an “uncured” state when the temperature of thethermoplastic matrix material 302 has reached or is above its applicablemelting temperature and/or the bush 207 is in a decompressed ornoncompressed state.

The body 301 may alternatively be formed from a reinforcement material303 pre-impregnated with a partially or non-polymerized thermosettingmatrix material 302, chosen from one of matrix materials commonly usedin aerospace such as polyester, epoxy, vinylester, bismaleimide,phenolic or polyimide. For the purpose of this description, a curablecomposite bush 207 formed in part from a thermoset matrix material 302is said to be in a “cured” state, when the bush 207 is deformed in acompressed state and the matrix material 302 polymerized such that bush207 is irreversibly deformed.

The reinforcement material 303 in the present embodiment is composed ofcontinuous glass fibers of alumina borosilicate glass otherwise known as‘E-glass’, however any other suitable continuous glass fiberreinforcement may be used, for example S-Glass. In addition, areinforcement material 303 using other material types may be used suchas graphite/carbon type fibers or aramid type of fibers. Continuousfibers are preferable because during compression of the bush 207 theirlength ensures that they remain oriented substantially concentricallyabout the longitudinal axis 304 of the body 301 in parallel with acircumference 305 of the body 301, which would not be the case for shortfibers, which may re-orientate and ultimately hinder the collapse of thebush 207 in a desired way. Furthermore, once compressed within the gap501, the continuous fibers will remain generally aligned and willinteract so that composite material is evenly distributed between thehole 202 and fastener 203 when compressed.

Use of a thermoplastic matrix material 302 may be preferable as itallows the curable composite bush 207 to be handled, stored more easilyduring assembly operations when the matrix material of the bush 207 isbelow its applicable melting temperature, as shown in FIGS. 3 and 4A,and is resiliently deformable. In this state, the bush 207 is less proneto unintentional damage, and can be handled more easily, than a curablecomposite bush 207 with a body 301 formed from a reinforced, partiallycured thermoset resin matrix material 302, for example.

It may also be advantageous to use a thermoplastic matrix material 302as it does not require special storage and shelf life considerationsthat could be necessary were the body 301 to be formed using a partiallycured thermoset resin matrix material 302, which have a pre-determinedshelf life and may require cooling to provide a usable shelf-life in anassembly line

Lastly, disassembly of the joint 200A, 200B may be required at somepoint in the aircraft's life cycle, and it is foreseen that removal ofthe bush 207 by application of heat is easier than application ofmachining, which would be required for removing a thermosetting type ofbush 207.

That said, use of a thermosetting matrix material 302 may in someinstances be preferable, particularly where a matrix material withhigher mechanical performance properties is required or where a matrixmaterial 302 with irreversible properties is required due to a hightemperature environment of the joint 200.

The use of E-glass fibers as a matrix material 302 may be advantageousas they have higher compression strength properties when compared toalternative high performance fibers, which may alternatively be used inaircraft structure, for example carbon fiber or aramid fiber.Furthermore, glass fibers are galvanically compatible with a wider rangeof structural materials commonly used in in aircraft joints, forexample, titanium or aluminum alloy.

It should be appreciated, that the volume ratio of reinforcementmaterial 303 to matrix material 302 may be varied depending on thespecific mechanical stiffness and strength properties required from thebush 207 when it is compressed and cured in a joint 200A, 200B.Furthermore, mixtures of different type of reinforcement material 303including fibers may be used, if required. An uneven distribution of thereinforcement material 303 may also be used and tailored to suit theprincipal load direction and levels between the attachment fastener 203and attachment hole 202.

With reference to FIGS. 5A and 5B, attachment of a first component 201to a second component 205 is shown using a curable composite bush 207.

In FIG. 5A, a first joining stage shows the first component 201 held inan installation position relative to the second component 205, such thatthe attachment fastener 203 is inserted in the attachment hole 202,which creates a gap 501 between the fastener 203 and the hole 202. Afirst end 303 of a curable composite bush 207 in accordance with thebush described in FIGS. 3, 4A and 4B, is then introduced into the gap501 between the outer diameter Dfo of the fastener and the diameter Dhof the hole 202, i.e., it is inserted over the exposed end of thefastener 203.

A tool 500 for installing the bush 207 comprising a guide 503 and acompactor 505 is positioned in proximity to the bush 207. The guide 503and compactor 505 each comprise a body formed from steel and shaped asan open-ended cylinder. An end surface 504, defined by the guide 503, issubstantially planar and has an inner diameter substantially the same asthe diameter Dh of the hole 202. The end surface 504 is configured tocomply with an exterior surface of the first component 201 in proximityto the hole 202 such that the guide 503 can be steadily held in positionby a user.

An inner surface 506 of the guide 503 is configured to be substantiallysmooth and polished and may comprise a non-stick treatment. The innersurface 506 is configured so as to contact the bush 207 in order toensure that it stays substantially cylindrical in form and orientated inthe direction of its longitudinal axis 304 as the bush 207 is compressedinto the gap 501. The inner surface 506 of the guide 503 is furtherconfigured to guide the compactor 505 in a direction substantiallyparallel to the longitudinal axis 304 of the bush 207.

A further end surface 508, defined by the compactor 505, issubstantially planar and has an inner diameter substantially the same asthe outer diameter Dfo of the fastener 203 and an outer diametersubstantially the same as the diameter Dh of the hole 202. The compactor505 is configured to slide within the guide 503 and to compact thecurable composite bush 207, at the further end 508, into the gap 501between the attachment fastener 203 and an attachment hole 202, suchthat the bush 207 substantially conforms to the dimensions of the gap501. The use of the compactor 505 helps to ensure that compressionpressure is evenly applied by the compactor 505 at its further endsurface 508 to the bush 207. The combination of the presently describedcompactor 505 and guide 503 is also advantageous as the relativedisplacement of the compactor 505 relative to the guide 503 may be usedto determine the degree of compression of the bush 207 within the gap501. As such the amount of bush material compacted within the gap 501can be derived from such measurements.

In the present example, the curable composite bush 207 is formedpartially of thermoplastic material 302, therefore heating means areprovided in the form of electrical heating elements 507 embedded withthe guide 503 and separately with the compactor 505. Electrical heatingelements 507 may be preferable as they are easier to control than othermeans, such as liquid heating. Embedding the heating element 507 avoidsany interference between the smooth inner surface 506 of the guide 503and the bush 207 and reduces the likelihood of collecting contaminantsthat may be transferred between the tool 500 and the bush 207. Suchcontaminants are undesirable as they may affect the curing of the bush207 and may also pose a fire risk when heating is applied.

It may alternatively be sufficient to attach the heating elements 507 toa surface portion of the guide 503 or compactor 505. The heating means507 may be activated once the bush 207 is positioned as shown within thegap 501, before compacting of the bush 207 is started. Heating means 507may only be needed to be provided in the guide 503 or the compactor 505.

Once the bush 207, guide 503 and compactor 505 are put into the positionshown in FIG. 5A, the compactor 505 is moved towards the fastener 203 tocompress the bush 207 into the gap 501 in a second joining stage, sothat no gap 501 exists thereafter, as shown in FIG. 5B. The curablecomposite bush 207 is then held in the compressed state shown in FIG. 5Buntil it is cured. The tooling 500 is then removed. In the cured state,the bush 207 prevents radial displacement of the attachment fastener 203within the attachment hole 202. In the case of installing a bush 207partially formed from a thermoplastic matrix material 302, the bush 207is heated by the heating means 507 before the compactor 505 is movedtowards the fastener 203 into order to bring the curable composite bush207 into a melted pliable state, after which the compactor 505 can bemoved to compress the bush 207 into the gap 501. In the case ofinstalling a bush 207 partially formed from a thermosetting matrixmaterial 302, heating means 507 may also be applied in order toaccelerate the polymerization of the matrix material, which may bedesirable in high joining rate applications.

It should be appreciated for the embodiments so far described that, forcertain applications the corrugations 307, may not be required and thatthe material properties of the bush, particularly its pliability, inresponse to heat application may suffice for feeding a bush into a gap501. With reference to FIGS. 6A and 6B, an exemplary curable compositebush 601 without corrugations is provided as well as a tool 600 forinstalling it. The joint 200A/200B and tool 600 shown in FIGS. 6A and 6Bare substantially in accordance with the previous embodiment shown inFIGS. 5A and 5B, however the bush 601 is different in form thanpreviously provided and the tool 600 has an additional second guide 603fitted with a deployable radial cutter 605.

The curable composite bush 601 comprises a continuous tube ofsubstantially circular cross-section and has a body 301 in the form ofan un-corrugated cylinder. The body 301 of the bush 601 is composed of athermoplastic matrix material 302 pre-impregnated with continuous fibersof a reinforcement material 303, that are orientated about thelongitudinal axis 304 of the body 301, and are generally aligned inparallel with a circumference 305 of the body 301 at any cross-sectionof the body 301 when viewed on a plane that is perpendicular to the axis304.

In FIG. 6A, in a first joining stage the first component 201 is shownheld in an installation position relative to the second component 205,such that the attachment fastener 203 is inserted in the attachment hole202, which creates a gap 501 between the fastener 203 and the hole 202.The second guide 603 is slideably engaged to the fastener hole 202. Thesecond guide 603 is cylindrical with an outer diameter at an endfurthest from the fastener 202 that has a diameter smaller than innerdiameter of the compactor 505, such that a radial channel 607 existsbetween the second guide 603 and the compactor 505. The outer diameterof the second guide 603 reduces towards the attachment end to thefastener 203 such that a taper is provided. The second guide is formedfrom steel, has a smooth, polished and non-stick surface, and isprovided with heating means 507 in the form of a single embedded heatingelement 507. Once the second guide 603 is attached to the fastener, theguide 503 and compactor 505 are then positioned. Then, a first end of acurable composite bush 601 as described is fed around the second guide603 and into the channel 607.

With reference to FIG. 6B, once the bush 601, guide 503 and compactor505, and second guide 603 are put into position shown in FIG. 6A, asecond joining stage ensues wherein the bush 601 is heated to atemperature approximately equal to or above the melting temperature ofthe thermoplastic material. Simultaneously or thereafter, the bush 601is fed between the outer diameter Dfo of the fastener and the diameterDh of the hole in the channel 607 towards the fastener 203 and into thegap 501, until sufficient material is introduced to remove the gap 501.The compactor 505 may then be moved into and out of engagement with thecompressed curable composite bush 601 to ensure it has been sufficientlycompressed into the gap 501. The bush 601 is then left to “cure,” e.g.,cool below its melting point in the compressed state, such that in thecured state shown in FIG. 6B, the bush 601 prevents radial displacementof the attachment fastener 203 within the attachment hole 202. Once thebush 601 is cured, the compactor 505 is withdrawn away from the fastener203 and the radial cutter is deployed to cut the unused portion of bush601, before the tool 600 is then removed.

With reference to FIGS. 5A, 5B, 6A, and 6B, it should be appreciatedthat the heating means 507 for the tooling 500, 600 may be provided byother suitable means. A heating means 507 may instead be provided by aheated gas jet device attached at the othermost end of the guide 503. Aheated gas jet device may be preferable as it may use less energy andprovide a better heat distribution to the curable composite bush 207.Alternatively, heating means 507 may be provided by an ultrasonic energyemitting device attached to the tool. Use of an ultrasonic energyemitting device may be used to direct ultrasonic wave energy to heat thematerial of the bush 207 and remove imperfections within it, when thematerial of the bush 207 is in a more pliable state.

Alternatively, heating means 507 may be provided by electrical inductionof the fastener 203 or fibers of the reinforcement material 303, usingan electrical inducting device. Such an alternative embodiment may bepreferable where access to the bush 207 is particularly problematic.

With reference to FIG. 7, a method 700 of joining a first aircraftstructural component to a second aircraft structural component isprovided, the method comprising the steps of: 701—holding firstcomponent 201 provided with an attachment hole 202 in an installationposition relative to the second component 205 provided with anattachment fastener 203, such that the attachment fastener 203 isinserted in the attachment hole 202, which creates a gap 501 between thefastener 203 and the hole 202; 703—placing a first end of a curablecomposite bush 207 into the gap 501; 705—providing a tool 500 forinstalling the bush 207, the tool 500 comprising one or more guides 503,603 and a compactor 505; 707—positioning a guide 503 in proximity to thebush 207 so that it encloses the bush 207 within an inner surface 506;709—positioning a compactor 505 within the guide 503 and compacting thecurable composite bush 207, at a further end 508 of the compactor 505,into the gap 501 between the attachment fastener 203 and an attachmenthole 202 such that the bush 207 substantially conforms to the dimensionsof the gap 501 so that no gap 501 exists thereafter; 711—holding thecomposite bush 207 in the compressed state until it is cured.

The method may further comprise the steps of: 713—heating the curablecomposite bush 207 with heating means 507 before, or during or after thecompactor 505 is moved towards the fastener 203; 715—moving thecompactor 505 into and out of engagement with the compressed curablecomposite bush 207 to ensure the curable composite bush 601 issufficiently compressed into the gap 501; 717—providing a second guide603 and slideably engaging it a fastener 203 so as to create a radialchannel 607 between the second guide 603 and the compactor 505, intowhich a curable composite bush 601 may be fed; and 719—engaging a radialcutter to remove any excess curable composite bush 601.

Where in the foregoing description, integers or members are mentionedwhich have known, obvious or foreseeable equivalents; then suchequivalents are herein incorporated as if individually set forth.Reference should be made to the claims for determining the true scope ofthe present technology, which should be construed so as to encompass anysuch equivalents. It will also be appreciated by the reader thatintegers or features of the technology that are described as preferable,advantageous, convenient or the like are optional and do not limit thescope of the independent claims. Moreover, it is to be understood thatsuch optional integers or features, while of possible benefit in someembodiments of the technology, may not be desirable, and may thereforebe absent, in other embodiments.

While at least one exemplary embodiment of the present invention(s) isdisclosed herein, it should be understood that modifications,substitutions and alternatives may be apparent to one of ordinary skillin the art and can be made without departing from the scope of thisdisclosure. This disclosure is intended to cover any adaptations orvariations of the exemplary embodiment(s). In addition, in thisdisclosure, the terms “comprise” or “comprising” do not exclude otherelements or steps, the terms “a” or “one” do not exclude a pluralnumber, and the term “or” means either or both. Furthermore,characteristics or steps which have been described may also be used incombination with other characteristics or steps and in any order unlessthe disclosure or context suggests otherwise. This disclosure herebyincorporates by reference the complete disclosure of any patent orapplication from which it claims benefit or priority.

The invention claimed is:
 1. A curable composite bushing for an aircraftjoint comprising: a generally hollow cylindrical body formed from amatrix material impregnated with a reinforcement material substantiallycomposed of fibers, the fibers being oriented in a generallycircumferential direction about a longitudinal axis of the bushing,wherein the bushing is not fully cured, wherein the body defines aplurality of corrugations extending between an inner and an outerdiameter of the bushing, and wherein the corrugations improve acompressibility of the bushing in a direction substantially collinear tothe longitudinal axis of the bushing.
 2. The composite bushing accordingto claim 1, wherein the reinforcement fibers are formed from a glassfiber material.
 3. The composite bushing according to claim 2, whereinthe reinforcement fibers are formed from E-glass fiber material.
 4. Thecomposite bushing according to claim 1, wherein the inner diameter ofthe bushing in an uncompressed state is between 4 mm and 30 mm.
 5. Thecomposite bushing according to claim 4, wherein the inner diameter isapproximately 10 mm.
 6. The composite bushing according to claim 1,wherein the corrugations are substantially chevron shaped in anuncompressed state.
 7. The composite bushing according to claim 1,wherein the corrugations are substantially sinusoidal shaped in anuncompressed state.
 8. The composite bushing according to claim 1,wherein one or more of the corrugations extends in a form of a helixalong a length of the curable composite bushing.
 9. The compositebushing according to claim 1, wherein a cross section of the bushingvaries along a length of the bushing.
 10. The composite bushingaccording to claim 1, wherein the matrix material substantiallycomprises a thermoplastic material.
 11. The composite bushing accordingto claim 1, wherein the matrix material substantially comprises athermoset material.
 12. The composite bushing according to claim 1,wherein the reinforcement fibers are substantially continuous.
 13. Thecomposite bushing according to claim 1, wherein the reinforcement fibersare substantially discontinuous.
 14. The composite bushing according toclaim 1, wherein the reinforcement material comprises fibers of morethan one type of reinforcement fiber material.
 15. The composite bushingaccording to claim 1, wherein the reinforcement fibers are evenlydistributed throughout the body of the composite bushing.
 16. Thecomposite bushing according to claim 1, wherein the reinforcement fibersare formed from a graphite fiber material.
 17. The composite bushingaccording to claim 1, wherein the reinforcement fibers are formed froman aramid fiber material.
 18. The composite bushing according to claim1, wherein a half-length of the corrugation in an uncompressed state isbetween 0.5 mm and 3 mm.
 19. The composite bushing according to claim 1,comprising a thickness of approximately 0.5 mm.